Motor vehicle



April 14, 1942.

W. R. GRISWOLD MOTOR VEHICLE Filed May 15, 1958 5 Sheets-Sheet 2 n v VENTO/Q A TTORNEYS.

April X14, 1942- w. R. GRlswoLn 2,279,986

MoToP. VEHICLE Filed May 13, 1938 5 Sheets-Sheet 5 l INVENTOR )fyaZZer Griswold A 'TToRNEx/.s

April 14, 1942. w. R. GRSWLD 2,279,986

MOTOP` VEHICLE Filed May 13, 1938 5 Sheets-Sheet 4 M f f E Q y i; I u

ffy si @J3 /g 5) v /f/J @www A TTORNE K5.

April 14, 1942 w. R. GRlswoLD 2,279,986

MOTOR VEHI CLE By optimum A TTORNE Y Patented Apr. 14, 1942 MOTOR VEHICLE Walter R. Griswold, Detroit, Mich., assigner to Packard Motor Car Company, Detroit, Mich.,

a corporation oi' Michigan l Application May 13, 1938, Serial No. 207,750

' (ci. 'i4-365) 11 Claims.

'I'his invention relates to the transmission of power and more particularly to change speed mechanism for use with road vehicles.

An object of the invention is to provide change speed gearing in which the speed ratio can be varied silently.

Another object of the invention is to provide ay compact change speed mechanism in4 which three pairs of constant mesh gears can be coni trolled to transmit power at any one of four speed ratlos.

Another object of the invention is to provide a physically controlled magnetically responsive mechanism for selecting the speed ratio of motor vehicle gearing that will quickly and eiilciently move selected lclutches into and out of eiiective relation. y

Another object of the invention is to provide magnetically operated clutch shifting mechanism for motor vehicle change speed gearing that can be readily controlled with a minimum effort by the vehicle driver.

Another object of the invention is to provide an electrically controlled change speed mechanism in which forward drive is locked out while reverse drive is enective'.

Still another object of the invention is to provide a manual control that will function to shift a reverse idler gear into and out of effective drlving position and that will also make an electrical contact while moving the reverse gear into effectv' position to `establish the drive through the reverse idler, f

Another object of the invention resides inthe details ofthe mechanism for selectively controlling the energization of` magnets that actuate'- clutch mechanisms associated with change lspeed searing. y

Another object of the invention resides in the control of a rheostat associated with an electrical system for selectively operating a plurality of clutches in a change speed mechanism.

Still. another object of the invention is to provide a magnetic clutch controlled change speed mechanism that is compact and eillcient.

. Still another object of the invention is to pro-- vide a' compact change speed gearing mechanism 4in which four clutche can be selectively contro-lied to produce any one of four forward speed ratios or a: reverse drive between two shafts.

Other objects of the invention will appear from'-Y i the following description taken in connection with the drawings, which form a part of this specification, and in which:

Fig. 1 is a sectional view-through a motor vehicle Vchange speed mechanism constructed-in accordance with the invention;

Fig. 1A isa fragmentary sectional view through the gearing illustrating the shiftable reverse idler and a portion of its control mechanism;

Fig. 2 is a fragmentary section through the rear clutch mechanisms of the change speed mechanism taken on line 12-2 of Fig. 1,; 1" i Fig. '3`is"a sectional view of onemof the contact plugs taken on line 3 3 of Fig. 2;

Fig. 4 is a sectional view of one of the wiring connecting mechanisms taken on line 4 4 of Fig. 22

Fig. 5 if a fragmentary sectional view of the servo-mechanism for operating one of the clutches, shown in clutch releasing position, taken on line 5 5 of Fig. 2;

Fig. 6 is a sectional view through one of thev clutch mechanisms taken on line 8 0 of Fig. l;

Fig. 7 is a view similar to Fig 5 but showing the servo-mechanism in clutch engaging position;

Fig, 8 is a sectional view of one of the clutch mechanisms taken on line 8 8 of Fig. l;

Fig. 9 is a longitudinal vertical sectional view of a front portion of the motor' vehicle showing the clutch control mechanism;

Flg. 10 is a side elevational view of the rheo- 'stat arranged in the clutch control system;

Fig. l1 is a plan view of the rheostat partly broken away:

Fig. 12 is Aa sectional view on une lz-lz of` Fig. 14 showing a portion Fig. 17 is another sectional view of the switch` mechanism taken on line H li ol' Fig 13;

Fig. 18 is a sectional view of the switch mechanism taken on line Il ll of Fig. 14; i Fig. 19 is another sectional view of the switch mechanism showing the reve control means in associated relation therewith. s

The change speed mechanism and the control therefor to which this invention relates can Vbe applied to motor vehicles of conventional design and only the parts of the vehicle n for explaining the invention are illustrated. In Fig. 9, the floor 2l of the vehicle body terminates forwardly in toe board 2|. and between the too board and the hood 22 for the engine 23 extends the dash 24. Rearwardly of the dash is aninstrument board 25 and the steering wheel 26 is associated with lthe vehicle in the usual manner. i

Extending rearwardly from the engine and connected in unitary relation therewith is a casing structure enclosing change speed mechanism that is supported on the vehicle in any conventional manner. The casing is composed of a central gearing compartment 21 and similar front and rear clutch compartments 28 and 23. A drive shaft 38, connected to be rotated by the engine. projects into the front clutch compartment 28. A driven shaft 32 projects into the rear clutch compartment 29, and between the drive and driven shafts extends an intermediate shaft 33 arranged in axial alignment therewith.

The forward end of the intermediate shaft is recessed to receive the rear end of the drive shaft and roller bearings 34 are interposed between such telescoping ends. The driven shaft is supported byv bearing35 carried between the rear wall of the gearing casing; and such shaft is recessed at its forward end to receive the thrust balls 36 with which the rear end of the intermediate shaft engages.

n the central portion ofL the intermediate shaft is fixed a gear 31 `and sleeves.33 'and 38 are mounted togotate online.irtermediate shaft on opposite sidebthe gear 31. on the end of sleeve 38, adjacent gear 31, is fixed a gear 48 and on the end of sleeve 33, adjacent gear 31, is fixed a gearr 4|. Suitable roller bearings, as indicated at 42, are interposed between the intermediate shaft and the sleeves thereon and a ball bearing 43 is arranged between the gear 43 and the intermediate shaft. Walls 45 separatethe gear compartment from the clutch compartments, and between theforward of such walls v and the sleeve 38 is a ball bearing 44. Thrust lbearing ring means 4,6 is interposed between gears 31 and 4|. The sleeves extend through the adjacentY end walls of the gearing compartment and 55 provides a reverse drive and when moved,

into the clutch compartment for driving connection with clutch mechanisms.

The counter or lay shaft is in the form of a hollow spool mounted to rotate on an arbor 41 and on this spool, is formed a cluster of gears 48, 49, 5|! and 5|.- Between the spool and the arbor is arranged ball bearing 52 and roller bearing 53. The gear 48 is in constant mesh with rear clutch mechanisms and is keyed to the rear clutch drum 10. ,Suitable oil sealing means, as indicated at 6I, is provided to preventoil in the gearing compartment and from around the driven `shaft from passing into the clutch compartments.

The selection of the drive through the change speed gearing from the drive shaft to the driven shaft is enected bythe positions of dual clutch mechanisms arranged ineach clutch compartment. In the front clutch compartment there is a drum 62 having a forwardly extending sleeve portion 63 splined to the drive shaft) the inner peripheral face of the drum being grooved in an axial direction to receive projections on the peripheries of two series ofI clutch plates 64 and 65. These clutch plates are of relatively large diameter and are preferably formed of sintered bronze, such material being adapted to receive high pressure without burning or freezing. A sleeve 68 is splined on the forward end of the intermediate shaft within this drum and has axially extendlng grooves in its periphery to receive projections on the steel disk clutch plates 61 that are arranged alternately with respect to and cooperate with the clutch plates 64,l such arrangement serving as the drive from the driven shaft directly to the intermediate Vshaft and is hereinafter. referred to as the first clutch. The forward peripheral end portion of sleeve 38 is formed with axially extending grooves into which projections of the steel clutch disks 68 engage, such disks being arranged in alternate relation with disks 65 and engage therewith to clutchthe sleeve 33 directly to the drum 62 fixed on the drive shaft, such clutch mechanism being referred to.

l hereinafter as the second clutch..

Drum 18splined-to the rear end of sleeve 56,

` has xed to its rear end a driving plate 1| formed as an integral part of the front end of driven shaft 32. 'I'he interior of the peripheral wall of this drum is grooved in an axial direction for the reception of projections on the two seriesi of sintered bronze clutch disks 12 and 18, and

the rear end of sleeve 38 projecting into the drum is formed with axially extending splines to receive projections on a series of steel clutch disks 13 arranged in alternate relation with the clutch disks 12, such arrangement of disks 12 and 13 being hereinafter referred to as the third clutch. Splined to the rear end of the intermedi-ate shaft 33, within drum 18, is a sleeve 14 having axially extending grooves receiving the projections on a series of steel clutch disks 15 arranged alternately with the clutch disks 16, the disks 15 and 16 being referred to hereinafter` as the fourth clutch.

ers 51. rA reverse idler gear 54 is mounted in the casing on shaft 54"and is arranged to be moved axially by the vfork 54l fixed on shaft 5,43 extend ing through the casingand adapted tobe' rotated by an arm 545 at the exterior of the casing. This idler gear when moved into'mesh with gears 5| out of mesh with such gears the reverse drive is disconnected. Between the gears 55 and 4|fare thrust rings 58, and between the -sleeve 58 and bushing 59 that is carried by the rear gearing casing wall is a roller bearing 68. Sleeve 56 projects into the' compartment containing the f one forward speed ratio to another.

Through a selected control of these four clutches, power may be transmitted from the drive shaft to thedriven shaft through the constant mesh change speed gearing to provide four forward speed -ratio drives and through the shiftable idler 54 to provide a reverse drive. Due to the constant meshing relation of the gearing there will be no clashing thereof in shifting from An overdrive is obtained by engaging the ,second and fourth clutches so that power is transmitted from shaft 38 to drum 62, the second clutch, gears 46, 48, 48 `and 31; shaft 33, sleeve 14, the fourth clutch and drum 13 to shaft 32. Direct drive is obtained by engaging the first and fourth clutchesso that power transmission is from shaft 38 to drum 62, the first clutch, sleeve 68, shaft shaft 32. 'I'he next to the lowest speed ratio is ob ed by engaging the second and third clutches sothat power is transmitted from shaft 38 to drum 82, the second clutch, gears 48, 48, 58 and 4|, the third clutch and the drum 10 to shaft 32. Low speed ratio is obtained by engaging thefirst and third clutches so that power is transmitted from shaft 38 to drum i2, to the iirst clutch, sleeve 08, shaft 33, gears 31, 49, 80 and 4|, sleeve 39, the third clutch and drum 10 to shaft 32. Reverse drive is obtained, after the idler 84 has been moved into mesh, by engaging the first clutch sothat power is transmitted from shaft 30 to drum 62 through the first clutch, sleeve 96, shaft 33, gears 31, 49, 5|, 54 and 85, sleeve 58 and drum 10 to shaft 32. It will be noted that the third clutch includes a greater number of disks than the other clutches because of the greater torque to which it is subjected when effective.

Between the shaft 30 and the sleeve 69 is arranged a ball bearing 11 having races that are fixed against axial displacement from the shaft and sleeve by snap rings 18. Such bearing structurealso serves to retain the driving shaft and the drum 62 in a definite axial relation. Extending through the drive shaft is a rod 200 having a linto the driving shaft after the sleeve and intermediate shaft are in desired position to tightly hold the ball in the recess and thereby lock the -sleeve 88 and the'intermediate shaft in a definite axial relationship. At the exterior ends of each of the four clutch mechanisms is arranged a backing plate 18, and at the interior end of each of the series of disks in each of the clutch mechanisms is a pressure plate 19. The backing plate of the first clutch is splined to the sleeve 68v and the backing plate of the second clutch is splined to the s leeve 38. Thebacking plate of the third clutch is splined to sleeve 39 and the backing plate of the fourth clutch is splined to sleeve 14.

Between the two front clutches' and the two `rear clutches is arranged similar mechanism for moving the pressure plates in a direction to engage the clutch disks in driving engagement, the

`disks in each clutch have aligned openings therelmechanism that can be shifted'by a handle 8| to control magnetic means for actuating the clutch operating mechanisms, such handle being within convenient reach of the vehicle driver. In the magnetic actuating system is a rheostat, indicated generally at |34, controlled byl a pedal 83 mounted on the toe board. The handle 8| can be operated to obtain a neutral position of all the clutches, and any one of four forward speed ratio driving relations in the gearing, The reverse drive is obtained by manually operated shifting mechanism for moving the idler 54 into engagement with gears 5|- and 55, and such manually controlled mechanism controls the switch mechanism to cause actuation of the desired clutch for such drive.

Within each drum 62 and 10 and between the pressure plates therein is a pair of axially fixed actuator ring members having an amature ring 88 axially movable therebetween. The armature ring has peripheral teeth 81 engaging inthe recesses in the inner face of the associated drum providing a positive driving connection therewith. The actuator rings have a press fit with ball bearings 88, the bearing of the ring for the first clutch being mounted onsleeve 86, the bearing of the ring for the second clutch being mounted on sleeve 3'8, the bearing of the ring for the third clutch being mounted on sleeve 39,

and the bearing of the ring for the fourth clutchbeing mounted on sleeve 14. Fixing each of the ball bearings axially on their mounting is a pair of resilient split rings 88' engaging in annular grooves in the mounting. In order to provide a quick clutch lresponse and desirable high pressure of the adjacent disks in each set, servomechanism is arranged-. between each pressure plate and the associated actuator ring. Recesses 89 are formed in the pressure plates and recesses 90 are formed in the actuator rings, such recesses being similar and arranged in adjacent faces of the plates and rings to form pockets for carrying balls 9|. Such recesses are formed so that they are inclined to a plane normal to the axis of the plates and rings, thus the depth of the recesses increases toward their centers. The clutches are normally disengaged by the springs 80 exerting pressure against the pressure plate urging them toward their actuator rings where the balls will lie in the deepest portions of the recesses, as best shown in Fig. 5, -in a relation allowing the disks of each clutch to be disengaged. But whenthere is a relative rotation between an actuator ring and its adjacent pressure plate then such movement will move the ball coming the disengaging effect of springs 80 to engage the adjacent disks in a firm driving relationship.

The actuator rings 85 are magnetically controlled through an electrical system under inanual regulation. In the front end of the forward clutch compartment wall and in the rear wall of the rear clutch compartment are openings 92 for rceiving plugs 93: In the inner end portion and projecting from each of such plugs is a pair of brush members 94 that are connected by wires 95 and 98 through conventional means 91 within the plug. The front and rear plugs are similar and the connections leading from the plugs to the four clutch mechanisms are similar so a description of one will suflice for all. A pair of spaced contact rings 98 are carried by insulator ring plugs 99 fixed in recesses in the wall of the drum, such rings being carried in a relation to be. engaged by the brushes 94. The contact rings bear against contact elements |00 with which connecting means leading to each control system is associated, contact elements |00 being arranged in different plugs 99 that are 180 apart. Fig. 2 best shows the details of the connections leading from one of the plugs to one of the clutches and the connection for the fourth clutch is illustrated.

Into the wall 1| is inserted a plug |0| carrying therein a hollow contact element |02, and connecting elements |00 and |02 is a pin |03 having slottedspring ends engaging therewith. An-

other plug |04 of insulation material extends into the peripheral wall of the drum 10 and. carries a headed contact .pin |05, the shank of such pin telescoping into the hollow contact element |02 when the parts are assembled. A wire |08 `has an end extending into plug |04 and held in contact with the head of pin |05 by a set screw |01. Current can flow from the upper brush, shown in Fig. 2, to the collector ring 98 and from such vring through elements |08, |03-, |02 and |05 to the wire |08. This wire extends through an openingl |08, extending radially in the armature 88, and fixed to a contact ring |09 that engages a 51g brush I I0. Ring |09 is molded in an insulate member and brush |09 is molded in an'isniatormember ||2. Fixed in the actuator ring 85 is a non-magnetic housing ||3 that contains a solenoid ||4 and the latter is connected with brush ||0 by wire H5. A ground wire ||8 leads fromthe solenoid to the associated actuator ring 85. The pair of associated ring brushes |09 and |||iv are ,held [inr contact by means of coil springs |11 engagingone of the insulator members ||2 at one end and a flange of the third clutch/ actuator ring at the other end. It will be noted that the member] I2 is mounted to rotate with the adjacent actuator ring 85 and that the grounded to the vehicle frame, andconnected the strip |29 by terminal |33 is a wire |35 leading to a rheostat, indicated generally at |34.

4Vhaving an elongated contact head -|39 for en- Arcuate contact strips are carried by the fixed disk |22 adjacent its periphery and they are arf ranged on a surface spacedl radially outwardly of the circle which the arcuate strips |28 and |29 occupy, such strips being onv the opposite side of the disk from the contact strips |28 and |29. One of these arcuate contact` strips |31 is xed tothe disk |22 by two rivets |38, one of the rivets g'agementsby one of the contact structures on the segment and the other rivet having a terminal nut |40 thereon. Another of these contact strips |4| bridges the strip |31 and is iixed to the plate by a pair of rivets |42 that extends through the disk |22, one of such rivets having an elongated head |43 for engagement by the same contact member on the segment that 'engages the contact head |39 and the other of such rivets having a terminal nut |44 thereon. A contact strip |45 is riixed to the carrier disk by a pair'of rivets |48,

one of the rivets terminating in a head |41 and the other of such rivets having a terminal nut |48 thereon. Bridging strip |l is 'another arcuate contact strip |49 secured to the carrier disk by three rivets |50 passing through the disk, two of these rivets forming contacts and the other having a terminal nut |5I fixed thereon.

Wire 98 is secured in contact with strip |31 by 1 rivet |38 and terminal nut |40, and such wire leads to the rear plug 93 where it is-connected to roll into the shallower portions of the depressions 90 and thereby establish an axial wedging relation with respect to the pressure plate 19 moving it axially toward the rear and thereby pressing the clutch disks 15 and 18 in driving .relation'so that the drum 10 and shaft 33 rotate together. Through similar structure assogize the magnet of the fourth clutch, asl shownl ciated with the other three clutches the drive.

can be transmittedfrom the drive shaft to the driven shaft at the desiredv speed ratio. Thus by selectively energizing the wiring system leading yto the clutch mechanisms, the clutches can be magnetically actuated to provide any desired Vone of the four speed ratios, or the reverse drive when the idler 54 is moved into mesh. The wiring for the clutch actuation' is con-A trolled physically by switch mechanism arranged within the casing88". Handle8l is iixed to a.

-shaft |28 extending into and mounted in the switch casing and ilxed on this shaft by a nut |24 is a contact carrier segment |2| formed of terial on which is clipped a contact plate |28 having three contacts |25', and a coil spring |21 urges the base in a direction toward the disk |22. In the path of movement of the contact |28 are two semi-circular contact strips |28 and |29 seated'in recesses so thatthey will be ilush with the side fv the disk, such strips being secured to the disk c rrier by rivets |38. Connected to the terminal |30, is a wire |3| leading to energize the magnet of the third clutch. Wire 95 is secured in contact wit strip |4| by rivet |42 and terminal nut|44, a d such wire leads to the rear plug 93 where it is connected to enerin Fig. 2. Wire |54 is secured in contact with strip |49 by rivet' |50 and terminal nut |5|, and `such wire leads to the front plug 93 where it is connected to' energize the 'magnet of the first clutch. Wire |55is secured in contact with strip |45 by rivet |48 and terminal nut |48, and such wire leads to' the front plug 93 where it is connected to energize the magnet for the second clutch.

In order that there will' be a more gradual engagement of the clutches in changing speed ratios in the gearing. I provide in the electrical syst'em a rheostat, indicated generally at |34 and best shown in detail in Figs. 10 and 11. Bracket.|58 is fixed beneath the toe board 2| and xed on this bracketis a cover |51 for enclosing the electrical system. There is a terminal |58 having the wire |35 connected thereto and a terminal |59 having a wire leading from the wire |3| extending between the battery and the terminal |30 in the switch casing. Resistance wiring |8| is connected with a plurality of spaced terminals |82 and with terminalv |58. A switch or contact arm |83 is pivotally connected in contact with terminal |58 and vcarries a contact element |83' arranged to be swung therewith to progressively engage the terminals |82 so that when moved from'left to right, as viewed-in Fig. 10, the. current will be gradually stepped up.

'Thecontact arm |83 is operated' by mechanism under physical control of the pedal I3. Such actuating mechanism includes a triangular platev |84 having a pivot |85 connecting one 'corner thereof to the bracket |58 above the casing |51. A rod |88 is connected to another comer of the plate |84 and to the pedal 83. Coil' spring :theyehicle battery 132 which is A'(5 |51 connects the third corner of the plate l with a boss |68 extending beneath the toe board. Connecting the rod |66 with the contact arm is a link *|69 engaginga plate of insulating material |69 riveted to the arm |63. Projecting from the bracket |58 are pins |10 for limiting the pivotal movement of the plate |64 so that the contact arm will not be moved beyond the range of the terminals |62. Spring |61 normally serves to move the contact arm from left to right, as viewed in Fig. 10, thus normally moving it to the-position of least resistance of current ilow. When resistance to curent ow is desired, the pedal 83 pressed down moving the contact arm toward the left, as viewed in Fig. 10, and thereby establishing the desired resistance to the current flow from the battery to the magnet of the first and second clutches when they are energized by the switch mechanism.

As\ previously explained, the idler gear |54 is shifted axially into and out of mesh with gears and 55 to establish or disconnect the reverse drive and this shifting is done by physically operable means engageable by the driver. In the shifting mechanism is utilized to control the switch mechanism for engaging the clutch mechanism required for such drive and at the same time it is utilized to maintain the switch mechanism in position establishing reverse drive so that no' other clutches can be engaged during reverse nisms. When the handle 8|, as viewed in Figs. 14 and I1, is moved to the left so that the ball detent engages in recess 254, then reverse drive will be established through the contact member B engaging one ofthe contact elements |50 on strip |45 and the contact strip |29 thus making a circuit from the battery to the rheostat to wire |54 leading to the magnet of the rst clutch. In such position of the segment only the first clutch mechanism is magnetized and the drive will be established as hereinbefore described. When the segment is moved to a position where the ball detent 256 engages the recess 253, then the rst present instance such physically operable idler and third clutches will be engaged because the contact members A and C will establish circuits, th'e contact member A connecting the strip |28 'with strip |31 through contact |38, and contact member C will connect the contact strip |29 with the strip through'contact elementV |50 thereby connecting wire 96 leading to the third clutch with the battery and connecting the rheostat with wire |54\ of the first clutch. This connection of the rst and third clutches will establish the low direct speed ratio previously described. When the segment is moved so that the ball detent engages the recess 252 the second and third clutches will be energized so that the drive through the gearing will be in second forward speed ratio, such ratio in this instance being between low forward speed and direct forward speed. In this instance the contact member A v the contact member C will engage strip |29 and prevent its rotation. The opposite end of this pin |10 is arranged to cooperate with an arm |1| exea to shaft lzul so that it win thereby strike the arm to move` the contact segment |2| into position energizing the reverse clutch mechanism if such segment is in any of its positions establishing forward drives, and as long as the rod 84 is held out to lmaintain the reverse idler in driving relation the pin will lie under the arm |10 so that it will be impossible to move the contact carrying segment to any other position than neutral or reverse drive position. Of course when the rod is pushed inwardly to shift the idler 54 out of.

4the switch casing, and a coil spring 258 within the hollow member is arranged to urge the ball into engagement with the periphery of the segment. The recesses are arranged in spaced relation and are located so that the ball will engage therein to' maintain the segment in its various positions of adjustment to energize the several clutches. When the segment is in the position shown in Fig. 17 with the ball d etent engaging recess 255, the contact members on the segment will be in ineffective positions thus establishing a neutral or unenergized condition for the clutch mechacontact element |41 connected with wiring |55 leading to the second clutch, To obtain direct drive through the gearing the first and fourth clutches are energized and to accomplish this the segment is moved so that the ball detent 256' engages in the recess 25|. In this instance the contact member A engages the contact |43 and the strip |28 thus connecting the fourth clutch with the battery` through the wiring 95, and the contact member B engages with the strip |29 and the contact |50 to connect wiring |54 with the rheostat. To obtain an overdrive through the gearing, segment |2| ismoved to a position where the ball detent 256 engages in the recess 250 whereupon the second and fourth clutches will be engaged. Thisis accomplished because the contact member A engages strip |29 connected with the battery and terminal |43 connected with wiring leading to the fourth clutch, and contact member B will engage strip |29 connected to the rheostat and contact element |41 connecting the wire |55 leading to the second clutch.

It will be noted that the pin |10 and the arm |1| are so related -that when the rod 84 is pulled out shifting the idler reverse gear into operative position, the segment if in a forward drive establishinglposition will be moved to a position where the ball detent will engage in recess 255 and the pin will prevent the arm from being moved downwardly into any one of the forward speed=ratio producing positions as long as the rod 84 remains pulled out to obtain reverse drive. The reverse rod 84 thus serves to shift the idler into driving relation and to regulate the .electrical system so that the clutch is automatically moved into engagement to produce the reverse drive. If the segment |2| is in position to establish reverse drive the handle 8| `can be moved to the position shown in Fig. 17 which deenergizes all of the drlvingycontacts, and withthe rod 84 pulled out for reverse drive the handle can be moved to swing the segment I 2| lfrom neutral position into reverse drive position.

It will be seenvthat the change speed gearing and clutches provide a small compact structure and the necessity of a main clutch usually employed between the engine and the drive shaft is eliminated. The control for the clutch mechanism can be readily adjusted by the driver ofthe vehicle through moving the lever 8l to control a switch mechanism whereupon the drive will be automatically established.

4Although the invention has been described in connection with a specific embodiment, the principles involved are susceptible of numerous other applications which will readily occur to persons skilled in the art. The invention is therefore to be limited only as indicated by th scope of the appended claims. L

WhatI claim is:

l. A change speed mechanism comprising a drive shaft, an intermediate shaft, a driven shaft,-

said shafts being in coaxial relation, a gear ilxed on the intermediate shaft. between the ends thereof, a pair of sleeves rotatably mounted on the intermediate shaft one on each side lol! the gear fixed thereon, a gear fixed onthe end of each sleeve adjacent the gear on said intermediate shaft, clutch means secured to the other end of each sleeve, clutch means sccuredio' the opposite ends of the intermediate shaft, clutch means secured to said drive shaft' and operable to engage the adjacentv clutch means on the intermediate shaftI or the clutch means on the advjacent sleeve, clutch means secured to said driven shaft operable toensase the .other intermediate shaft clutch-means or the other sleeve clutch means, a lay shaft parallel with the intermediate shaft, gears fixed on said'lay shaft meshing with the gears on said sleeves and said intermediate shaft, a reverse gear fixed on said lay shaft. an

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cuter sleeve loosely mounted on the sleeve nearv l est said driven shaft and fixed to the clutch means on the driven shaft, a reverse gear xed .on said outer sleeve, a slidable gear for engaging with said reverse gears, with said slidable gear, means for selectively engaging the clutch means associated with the drive and driven shaft and the sleeves, and means for shifting said y slidable .gear into and out of engagement with' said reverse gear.

2. A change speed mechanism comprising a forward or reverse drive and magnetically shiftable clutches forselecting the drive, the combination of a manually shiftable switch for controlling the clutches, a manually operable means for shifting the reverse idleriinto and out of dni/ving position in the gearing, and means operative with said reverse idler shifting means for locking said switch from movement to establish forward drive when said idler is in driving position.

4. In a transmission mechanism having gearing including a shiftable idler-for eifecting a forward or a reverse drive and magnetically controlled clutches for selecting the drive, the combination of a manually shiftable switch for selectively energizing or deenergizing the clutches, ,a

shift rod for the reverse idler, and means'on the lforward drive position to reverse drive position:

6. In a change speed mechanism having clutch controlled gearing for establishing a plurality of forward` speed ratio drivingconnections and a shiftable reverseidler in the gearing, the combination of a reverse gear idler shift lever, a switch means for controlling the clutches, and cooper-l ating mechanism on said lever and switch means for iocking'said switch means from being moved into 'a plsitionA effecting a forward drive connection when the reverse idler is in driving relation.

-'l. In a change speed mechanism having gearing through which a plurality of speed'ratios are v selectively established by clutches and a shiftable drive shaft, a driven shaft, an intermediate shaft. 4

said shafts being coaxial, drums ilxed one to the adjacent ends of said drive and driven shafts and telescoping the ends of said intermediate shaft, a gear fixed on said intermediate shaft between said drums, a pair of sleeves looselyl mounted one on each end of said intermediate .shaft and having one end projecting into the adjacent drum, a vgear xed on each sleeve adjacent the gear on said intermediate shaft, a lay shaft param with tnemtermedmte shaft, gem

fixed on said lay'shaft in mesh with saicisleeve gears and the gear on said intermediate shaft, a sleeve fixed to the drum on the driven shaft, a lgear xed to said last mentioned sleeve, a gear xed on said lay shaft, a shiftable gear for driv `ingly connecting said last mentioned gear and the gear on the. sleeve fixed to the-drum,.and clutch means in each drum yfor drivingly connecting `them with either l the adjacent ,loosely mounted sleeve or with the adjacent end of the intermediate shaft.

3. In a transmission mechanism having gearing including a shiftable idler' for effecting l reverse idler in the gearing, the combination of mechanism for controlling the clutches including a movable switch element, a lever for shift- 'ing the reverse idler, and cooperating means connected-with said lever and said switch element for shifting the switchv element out of any posi- -tion establishing a forward drive when said lever is moved to place said idler in effective driving position.

8. In a. change speed mechanism having gearing through which a plurality of speed ratios are selectively established by clutches and a shiftable reverse idler in the gearing, the combination of a switch casing having a recessed wall, a movable contact carrying switch member in the casing for controlling the clutches, a lever slidable 'in the switch casing for shifting the reverse idler, a pin extendingA through the'lever and engazing in the casing recess, and an element fixed to move with said switch element in the path of saidv pin, said pin engaging said element to move said member out of any forward drive establishing position and preventing its movement into any such position when the lever is shifted to place the idler in effective driving position.

9. A driving mechanism comprising a drive shaft, a driven shaft, an intermediate -shaft coaxial with said drive and driven shafts, adrum fixed to said drive shaft, a drum fixed tosaid driven shaft, a gear on the central portion of said intermediate shaftfa sleeve on the intermediate shaft Aonopposite sides of the gear-and each having a gear fixed to the end adjacent said gear, said sleeves extending into the adjacent drum, a gear fixed to the driven shaft drum and mounted to rotate'onthe adjacent sleeve, a shiftable reverse idler for engaging the last mentioned gear, a lay shaft having gears thereon meshing one with each of the sleeve gears and the intermediate shaft gear, another gear on the lay shaft positioned to be engaged by the idler, a clutch mechanism in each drum for engaging the same with the sleeve therein, a clutch mechanism in each drum for engaging the same with the intermediate shaft extending therein, means for shifting said idler, and means for selectively engaging said clutches.

10. In a change speed mechanism having gearing including a reverse idler through which a. plurality of speed ratios are selectively established by clutch means, the combination of a movable switch means operable to selectively control the actuation of the clutch means, means for placing the reverse idler into and out of effective relation in the gearing, and means under control of said idler control -means for shifting said switch means to select the clutch means establishing reverse drive through the gearing.

a driving connection between the sleeve and the drum, a gear fixed to the drum and loosely mounted on the sleeve, a-driven lay shaft, gears on the lay shaft, one of which meshes with the gear on the sleeve, a reverse drive idler gear adapted to drivingly connect the other gear on the lay shaft with the gear xed to the drum, and means for selectively actuatingsaid clutch means, said clutch means being disengaged when said reverse idler gear connects the gear on the lay shaft and the gear xed to the drum.

WALTER R. GRIsWoLD. 

